CN222372973U - Vehicle with a wheel - Google Patents

Abstract

The utility model discloses a vehicle, which comprises a plurality of suspension assemblies sequentially arranged along the length direction of a vehicle frame, wherein the arrangement positions of at least part of the suspension assemblies in the length direction of the vehicle are determined based on the dynamic stiffness of a frame threshold beam, and the arrangement positions in the width direction of the vehicle are the outer sides of the frame longitudinal beam and are close to the frame threshold beam. The utility model is provided with a plurality of suspension components along the length direction of the frame, the frame is provided with a region of the frame threshold beam, the setting position of each suspension component along the length direction of the vehicle is determined according to the dynamic stiffness of the frame threshold beam so as to ensure the dynamic stiffness requirement of each suspension mounting point, and the setting position of each suspension component along the width of the vehicle is the outer side of the frame longitudinal beam and is close to the frame threshold beam, thereby being beneficial to reducing floor vibration and improving the stability in the running process of the vehicle.

Description

Vehicle with a wheel

Technical Field

The utility model relates to the technical field of vehicles, in particular to a vehicle.

Background

The non-bearing type vehicle body of the vehicle is flexibly connected with the vehicle frame through the suspension, and the suspension structure is required to have good supporting force and good vibration isolation performance so as to ensure the performance and comfort of the non-bearing type vehicle. The placement of the suspension structure has a large influence on the performance of the vehicle. When a plurality of suspension structures are arranged on the frame, if the arrangement positions of the suspension structures are not good, the dynamic rigidity of the installation positions of the suspension structures is insufficient, or the floor can vibrate to influence the smoothness of the vehicle.

Disclosure of utility model

The utility model aims to at least solve the technical problems that when a plurality of suspension structures are arranged on a frame in the prior art, if the arrangement positions of the suspension structures are not good, the dynamic rigidity of the installation positions of the suspension structures is insufficient, or the floor can vibrate to influence the smoothness of a vehicle.

To this end, an object of the present utility model is to propose a vehicle including a plurality of suspension assemblies arranged in order along a longitudinal direction of a vehicle frame, a setting position of at least part of the plurality of suspension assemblies in the longitudinal direction of the vehicle being determined based on a dynamic stiffness of a frame sill beam, the setting position in the width direction of the vehicle being an outer side of the frame sill beam and being close to the frame sill beam.

In some embodiments, the plurality of suspension assemblies are sequentially arranged from the head to the tail, and at least comprise a first suspension assembly arranged close to the radiator, a second suspension assembly arranged corresponding to the vehicle A column, a third suspension assembly arranged corresponding to the vehicle B column, a fourth suspension assembly arranged corresponding to the vehicle C column and a fifth suspension assembly arranged corresponding to the vehicle D column.

In some embodiments, the first suspension assembly is disposed below a radiator frame at a front end of the frame by a first suspension mount including at least a first suspension mounting plate and a first suspension reinforcement plate, the first suspension mounting plate, the first suspension reinforcement plate, and a pillar of the radiator frame forming a tub-like structure therebetween.

In some embodiments, the second suspension assembly is connected to the tunnel front cross member and the frame rocker member in the front floor, respectively, in the vehicle width direction by a second suspension mount.

In some embodiments, the second suspension mount is interconnected with a front floor front reinforcement plate on a front cross member of the front floor and a rocker front reinforcement plate on the frame rocker.

In some embodiments, the third suspension assembly is connected to the front floor cross member in the vehicle height direction and to the frame rocker member in the vehicle width direction by a third suspension mount.

In some embodiments, the third suspension assembly includes at least a third suspension mounting plate and a third suspension reinforcement plate connected to each other, the third suspension mounting plate and the third suspension reinforcement plate being connected to a front floor cross beam connection plate on the front floor cross beam and a rocker in-beam reinforcement plate on the frame rocker, the rocker in-beam reinforcement plate being connected to a lower section of the vehicle B-pillar.

In some embodiments, the fourth suspension assembly is connected to the rear floor center cross member in the vehicle height direction and to the rear section of the frame rocker beam in the vehicle width direction by a fourth suspension mount.

In some embodiments, the fifth suspension component is connected to the rear floor rear cross member assembly by a fifth suspension mount.

In some embodiments, the first, third, and fourth suspension assemblies are compression-type suspensions, and the second and fifth suspension assemblies are shear-type suspensions.

The vehicle provided by the embodiment of the utility model has the following beneficial effects:

a plurality of suspension assemblies are arranged along the length direction of the frame, and some of the suspension assemblies are mounted on the frame threshold beam, and the arrangement positions of the suspension assemblies along the length direction of the vehicle are determined according to the dynamic stiffness of the frame threshold beam so as to ensure the dynamic stiffness requirement of mounting points of the suspension assemblies;

The arrangement position of each suspension component along the width of the vehicle is the outer side of the frame longitudinal beam and is close to the frame threshold beam, so that floor vibration is reduced, and stability in the running process of the vehicle is improved.

Drawings

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings that are necessary for the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the following description are only some of the embodiments described in the utility model, and that other drawings can be obtained from these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a suspension assembly and a frame according to an embodiment of the present utility model;

FIG. 2 is a perspective view of a vehicle frame in accordance with an embodiment of the utility model;

FIG. 3 is another perspective view of a frame in accordance with an embodiment of the present utility model;

FIG. 4 is a schematic view of an installed state of a first suspension assembly according to an embodiment of the present utility model;

FIG. 5 is a schematic structural view of a first suspension assembly and a first suspension mount in accordance with an embodiment of the present utility model;

FIG. 6 is a schematic view of an installation state of a second suspension assembly according to an embodiment of the present utility model;

FIG. 7 is a schematic view of another perspective installation of a second suspension assembly according to an embodiment of the present utility model;

FIG. 8 is a schematic view of an installation state of a third suspension assembly and a fourth suspension assembly in an embodiment according to the present utility model;

fig. 9 is a schematic view of an installation state of a fifth suspension assembly in an embodiment according to the present utility model.

Reference numerals:

1. The front side door comprises a first suspension assembly, 11, a first suspension mounting plate, 12, a first suspension reinforcing plate, 2, a second suspension assembly, 21, a second suspension mounting plate, 3, a third suspension assembly, 31, a third suspension mounting plate, 4, a fourth suspension assembly, 41, a fourth suspension mounting plate, 5, a fifth suspension assembly, 51, a fifth suspension mounting plate, 100, a radiator frame, 101, a stand column of the radiator frame, 200, a frame longitudinal beam, 300, a frame threshold beam, 301, a threshold beam front reinforcing plate, 302, a threshold beam middle reinforcing plate, 400, a front floor assembly, 401, a front floor front reinforcing plate, 402, a front floor middle channel front beam, 403, a connecting beam, 404, a front floor beam connecting plate, 500, a rear floor assembly, 501, a rear floor middle beam, 502, a rear floor rear beam, 503, a rear floor rear beam reinforcing plate.

Detailed Description

Various aspects and features of the present utility model are described herein with reference to the accompanying drawings.

It should be understood that various modifications may be made to the embodiments of the application herein. Therefore, the above description should not be taken as limiting, but merely as exemplification of the embodiments. Other modifications within the scope and spirit of the utility model will occur to persons of ordinary skill in the art.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and, together with a general description of the utility model given above, and the detailed description of the embodiments given below, serve to explain the principles of the utility model.

These and other characteristics of the utility model will become apparent from the following description of a preferred form of embodiment, given as a non-limiting example, with reference to the accompanying drawings.

It is also to be understood that, although the utility model has been described with reference to some specific examples, a person skilled in the art will certainly be able to achieve many other equivalent forms of the utility model, having the characteristics as set forth in the claims and hence all coming within the field of protection defined thereby.

The above and other aspects, features and advantages of the present utility model will become more apparent in light of the following detailed description when taken in conjunction with the accompanying drawings.

Specific embodiments of the utility model will be described hereinafter with reference to the accompanying drawings, in which, however, it is to be understood that the embodiments so applied are merely examples of the utility model, which may be practiced in various ways. Well-known and/or repeated functions and constructions are not described in detail to avoid obscuring the utility model in unnecessary or unnecessary detail. Therefore, specific structural and functional details disclosed herein are not intended to be limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present utility model in virtually any appropriately detailed structure.

In the present embodiment, the longitudinal direction of the frame refers to the X-direction of the vehicle, the longitudinal direction of the vehicle refers to the X-direction of the vehicle, the width direction of the vehicle refers to the Y-direction of the vehicle, and the height direction of the vehicle refers to the Z-direction of the vehicle.

A first embodiment of the present utility model provides a vehicle comprising a frame comprising two spaced apart frame rails 200, a plurality of frame rails respectively connected to the two frame rails 200, and a frame sill rail 300 connected to a partial region outside the frame rails 200. Wherein the radiator frame 100, the front floor assembly 400, and the rear floor assembly 500 are sequentially arranged in the length direction of the vehicle frame.

As shown in fig. 1 and 2, the vehicle further includes a plurality of suspension assemblies arranged in order along the length direction of the frame, at least some of the plurality of suspension assemblies being disposed at positions in the vehicle length direction that are outside of the frame rail 200 and close to the frame rail 300 based on the dynamic stiffness of the frame rail 300.

And selecting a plurality of points in the length direction of the frame for dynamic stiffness analysis aiming at the installation positions of the suspension assemblies in the length direction of the frame, and determining the installation position of each suspension assembly. Specifically, for the region with the frame threshold beam 300 in the length direction of the frame, the setting position of the suspension assembly is determined according to the dynamic stiffness of the frame threshold beam 300, and the suspension assembly is set at the point with the maximum dynamic stiffness, so that the dynamic stiffness requirement of the installation position of the suspension assembly is ensured. The mounting positions of the suspension assemblies in the width direction of the vehicle are set as close to the outer side of the vehicle as possible, so that floor vibration can be reduced, and the stability of the vehicle can be improved.

In addition, a suspension assembly is also mounted to the radiator frame 100 at the front end of the frame and the rear floor rear cross member assembly at the rear of the frame, the mounting position of the suspension assembly in the vehicle length direction being determined according to the dynamic stiffness of the frame rail 200, and the mounting position of the suspension assembly in the vehicle width direction being the outside of the frame rail 200.

And a vehicle A column, a vehicle B column, a vehicle C column and a vehicle D column are sequentially arranged along the length direction of the vehicle. In some embodiments, the plurality of suspension assemblies are disposed in sequence from the head to the tail, and include at least a first suspension assembly 1 disposed proximate to the radiator frame 100, a second suspension assembly 2 disposed corresponding to the vehicle a pillar, a third suspension assembly 3 disposed corresponding to the vehicle B pillar, a fourth suspension assembly 4 disposed corresponding to the vehicle C pillar, and a fifth suspension assembly 5 disposed corresponding to the vehicle D pillar. Illustratively, the first suspension assembly 1 is connected to the radiator frame 100, the second suspension assembly 2 is connected to the vehicle a pillar, the third suspension assembly 3 is connected to the vehicle B pillar, the fourth suspension assembly 4 is connected to the vehicle C pillar, and the fifth suspension assembly 5 is connected to the vehicle D pillar. Five groups of suspension assemblies are arranged along the length direction of the frame, and the number of the suspension assemblies is large, so that the smoothness of the vehicle can be improved. If the vehicle is an electric vehicle type, the second suspension assembly 2, the third suspension assembly 3 and the fourth suspension assembly 4 are arranged along the same straight line, and the occupied space of the suspension assemblies along the width direction of the vehicle (i.e. the Y direction of the vehicle) is small, so that the installation space of the battery pack can be enlarged.

Wherein, each suspension subassembly does not set up in the line of two vehicle front wheels, and each suspension subassembly also does not set up in the line of two vehicle rear wheels, realizes the dispersion atress, avoids single suspension subassembly atress to concentrate.

In this embodiment, the frame rail 200 has a front section, a middle section, and a rear section, the first suspension assembly 1 and the second suspension assembly 2 are provided in the front section, the third suspension assembly 3 is provided in the middle section, and the fourth suspension assembly 4 and the fifth suspension assembly 5 are provided in the rear section. The materials of the frame are steel materials, and the elastic modulus can be regarded as no obvious difference, so that the main influence factors of the mode are mass and structural rigidity. To ensure structural rigidity, a stiffening plate is provided inside frame rail 200. In addition, the bending vibration mode is strongly correlated with the height of the side member in the Z-direction, so that the height of the middle section of the frame side member 200 in the vehicle height direction (i.e., the Z-direction) can be designed to ensure that the bending vibration mode satisfies the requirements. Further, the torsion and side bending modes are strongly correlated with the rigidity of the lap joint position, so that the lap joint position of the frame is overlapped in the vehicle width direction and/or the vehicle height direction, and the weld bead coverage rate is close to 100%. The side bending vibration mode is also related to the vehicle width direction strength of the frame, and the width of the frame rail 200 in the vehicle width direction may be designed to ensure that the bending vibration mode meets the requirements.

In some embodiments, as shown in fig. 4 and 5, the first suspension assembly 1 is disposed under the radiator frame 100 at the front end of the vehicle frame by a first suspension mount including at least a first suspension mounting plate 11 and a first suspension reinforcing plate 12, the first suspension mounting plate 11, the first suspension reinforcing plate 12, and the pillar 101 forming a tub-like structure therebetween. The first suspension mount is for connection with the first suspension assembly 1. The first suspension mounting plate 11 and the first suspension reinforcing plate 12 are sequentially connected along the height direction of the vehicle to form an integral first suspension mounting piece, and then are connected with the bottom of the upright post 101, so that the upright post 101 and the first suspension mounting piece form a barrel-shaped structure with a circumferentially closed bottom blocked, and the dynamic stiffness requirement of the mounting point of the first suspension assembly 1 is ensured.

Illustratively, the first suspension mounting plate 11 and the first suspension reinforcement plate 12 are each made of an ultra-high strength steel material.

In some embodiments, the second, third and fourth suspension assemblies 2, 3 and 4 are disposed between the frame sill beam 300 and the frame rail 200, and in particular, outboard of the frame rail 200, and disposed proximate the frame sill beam 300, to facilitate reducing front floor vibrations.

As shown in fig. 2 and 3, the front floor assembly 400 includes a front cross member 402 of a passageway in a front floor, a connection beam 403, and a front floor, wherein left and right sides of the connection beam 403 are respectively connected with the front cross member 402 of the passageway in the front floor, and play a supporting role on the front floor.

In some embodiments, as shown in fig. 6 and 7, the second suspension assembly 2 is provided at a front section of the frame rocker 300, and the second suspension assembly 2 is connected to the tunnel front cross member 402 and the frame rocker 300 in the front floor, respectively, in the vehicle width direction by second suspension mounts. The two ends of the second suspension installation piece are respectively connected with the front cross beam 402 of the channel in the front floor and the frame threshold beam 300, so that the dynamic stiffness requirement of the installation point of the second suspension assembly 2 is ensured, and meanwhile, the second suspension assembly 2 is arranged close to the threshold beam, and the vibration of the front floor is reduced.

Specifically, the second suspension mount interconnects the front floor front reinforcement panel 401 on the front aisle cross member 402 in the front floor and the rocker front reinforcement panel 301 on the frame rocker 300. The front floor front reinforcement plate 401 is located below the front floor for reinforcing the front floor assembly 400, and the rocker front reinforcement plate 301 is connected to the inner side of the frame rocker 300 for reinforcing the frame rocker 300. The second suspension mount comprises a second suspension mounting plate 21 for mounting the second suspension assembly 2. The second suspension mounting plate 21, the front floor front reinforcement plate 401, the second suspension mounting plate 21 and the threshold beam front reinforcement plate 301 are sequentially arranged and connected in the vehicle height direction to form an integral structure, and the integral structure is further connected with the front floor middle channel front cross beam 402 and the frame threshold beam 300 in the vehicle width direction, respectively, so as to ensure the dynamic rigidity of the mounting position of the second suspension assembly 2.

The front floor assembly 400 further includes a front floor cross member connected to the frame rail 200, as shown in fig. 3, a front floor cross member connecting plate 404 is connected to one side of the front floor cross member, and the front floor cross member connecting plate 404 and the front floor front reinforcing plate 401 are located at different positions along the length direction of the frame, so as to support different positions of the front floor, respectively, and play a role in reinforcing strength.

In some embodiments, as shown in fig. 8, the third suspension assembly 3 is provided at the middle section of the frame rocker beam 200, the third suspension assembly 3 is connected to the front floor cross member in the vehicle height direction by a third suspension mount, and the third suspension assembly 3 is connected to the frame rocker beam 300 in the vehicle width direction by a third suspension mount, ensuring the dynamic stiffness requirement of the third suspension assembly 3.

Specifically, the third suspension mount includes at least a third suspension mounting plate 31 and a third suspension reinforcement plate that are connected to each other, the third suspension mounting plate 31 and the third suspension reinforcement plate being connected to a front floor cross member connection plate 404 on the front floor cross member and a rocker in-beam reinforcement plate 302 on the frame rocker 300, the rocker in-beam reinforcement plate 302 being connected to the lower section of the vehicle B-pillar. Wherein, the third suspension reinforcing plate is connected with one side of the third suspension mounting plate 31 and the third suspension reinforcing plate and the third suspension mounting plate are sequentially arranged along the height direction of the vehicle, and the third suspension reinforcing plate reinforces the strength of the third suspension mounting plate 31. The third suspension mounting plate 31 and the third suspension reinforcement plate are integrally connected to the front floor cross member connection plate 404 and the rocker beam reinforcement plate 302 after being connected. The rocker center reinforcement plate 302 is disposed outside the frame rocker 300 to improve the structural strength of the frame rocker 300. The third suspension mount is integrally connected to the rocker beam stiffener 302 on the rocker beam to ensure dynamic stiffness requirements of the third suspension mounting point.

In some embodiments, as shown in fig. 3, the rear floor assembly 500 includes a rear floor center rail 501, the rear floor center rail 501 being used to support the rear floor and strengthen the rear floor area. Wherein both ends of the rear floor center cross member 501 are connected to the inner side of the frame rocker 300.

In some embodiments, as shown in fig. 8, the fourth suspension assembly 4 is provided at the rear section of the frame rocker 300, and the fourth suspension assembly 4 is connected to the rear floor center cross member 501 in the vehicle height direction and to the rear section of the frame rocker 300 in the vehicle width direction by a fourth suspension mount to ensure the dynamic stiffness requirement of the mounting point of the fourth suspension assembly 4.

Specifically, the fourth suspension mount includes the fourth suspension mounting plate 41 and the fourth suspension reinforcing plate that are connected in order in the vehicle height direction, and the two are connected, so that the fourth suspension mount has a high structural rigidity.

As shown in fig. 3 and 9, the rear floor assembly 500 further includes a rear floor rear cross member assembly including a rear floor rear cross member 502 and a rear floor rear cross member reinforcing plate 503 disposed at intervals in the height direction of the vehicle, the rear floor rear cross member reinforcing plate 503 being for reinforcing the strength of the rear floor rear cross member 502. The rear floor rear cross member 502 is connected at both ends to the frame rail 200. Illustratively, a rear floor rear cross member reinforcement plate 503 is disposed above the rear floor rear cross member 502.

In some embodiments, the fifth suspension assembly 5 is disposed at the rear of the frame, and the fifth suspension assembly 5 is connected to the rear floor rear cross member assembly by a fifth suspension mount to ensure dynamic stiffness of the mounting point of the fifth suspension assembly 5.

Specifically, the fifth suspension mount includes a fifth suspension mounting plate 51 and a fifth suspension reinforcing plate that are connected in order in the vehicle height direction, the fifth suspension reinforcing plate being for reinforcing the strength of the fifth suspension mounting plate 51. The fifth suspension mounting plate 51 is connected to the fifth suspension and then connected to one end of the rear floor rear cross member reinforcing plate 503.

In addition, it is necessary to secure a certain distance from the frame sill beam 300 on the basis of bringing the second, third and fourth suspension assemblies 2, 3 and 4 as close to the outside as possible so that the installation tool can be inserted into the gap between the frame sill beam 300 and the frame side member 200 when installing the bolts in each suspension assembly, and the distance between the installation points of the second, third and fourth suspension assemblies 2, 3 and 4 and the frame sill beam 300 is 50-80mm, for example.

The first suspension mounting member, the second suspension mounting member, the third suspension mounting member, the fourth suspension mounting member and the fifth suspension mounting member further comprise mounting brackets, and the mounting brackets are connected with the frame longitudinal beam 200 after being connected with each suspension assembly, so that the stability of the mounting structure of each suspension assembly is improved.

Further, the position of each suspension assembly in the vehicle height direction is determined according to the gap between the cab and the ground.

In some embodiments, the first, third and fourth suspension assemblies 1, 3, 4 are compression-type suspensions, and the second and fifth suspension assemblies 2, 5 are shear-type suspensions. Specifically, the mounting points of the first suspension assembly 1, the third suspension assembly 3 and the fourth suspension assembly 4 are stressed to be easier to generate vertical deformation, and the mounting points of the second suspension assembly 2 and the fifth suspension assembly 5 are stressed to be easier to generate lateral deformation. Wherein, since the first-order vertical bending vibration mode at the first suspension assembly 1 and the third suspension assembly 3 is mainly in the vehicle height direction (Z direction), and the first-order torsion and vertical bending vibration mode at the fourth suspension assembly is mainly in the vehicle height direction (Z direction), the first suspension assembly 1, the third suspension assembly 3 and the fourth suspension assembly 4 can be selected as compression type suspensions capable of providing larger vertical rigidity, so that vibration during engine, vehicle body running and traveling can be better filtered at the above positions, and cost can be controlled. The first-order lateral bending vibration modes at the second suspension assembly 2 and the fifth suspension assembly 5 are mainly in the vehicle width direction (Y direction), and thus the second suspension assembly 2 and the fifth suspension assembly 5 are selected as shear type suspensions capable of providing a large lateral stiffness. And, two second suspension components 2 and two fifth suspension components 5 form rectangular structure in space, guarantee passenger cabin's stability, are favorable to improving the stability performance in the vehicle driving, the steering process.

The greater the number of suspension assemblies, the more advantageous the frame will distribute the load of the vehicle body, but at the same time increase the transmission path of noise. According to different road noise path contributions, the key suspension components influencing road noise are a second suspension component 2, a third suspension component 3 and a fourth suspension component 4, so that the total rigidity is kept unchanged, the dynamic rigidity of the second suspension component 2, the third suspension component 3 and the fourth suspension component 4 is reduced, the road noise is reduced, and the NVH performance can be ensured. In addition, the plurality of suspension components are arranged, so that the smoothness of the vehicle can be improved.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the present utility model, "plurality" means two or more.

In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present utility model, a description of the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present utility model have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the utility model as defined by the appended claims and their equivalents.

Claims (10)

1. A vehicle characterized by comprising a plurality of suspension assemblies sequentially arranged along a length direction of a vehicle frame, wherein a setting position of at least part of the suspension assemblies in the vehicle length direction is determined based on dynamic stiffness of a frame sill beam, and the setting position in the vehicle width direction is an outer side of the frame longitudinal beam and is close to the frame sill beam.

2. The vehicle of claim 1, wherein the plurality of suspension assemblies are disposed in sequence from the head to the tail and include at least a first suspension assembly disposed proximate the radiator, a second suspension assembly disposed corresponding to the vehicle a pillar, a third suspension assembly disposed corresponding to the vehicle B pillar, a fourth suspension assembly disposed corresponding to the vehicle C pillar, and a fifth suspension assembly disposed corresponding to the vehicle D pillar.

3. The vehicle of claim 2, wherein the first suspension assembly is disposed below a radiator frame at a front end of the frame by a first suspension mount including at least a first suspension mounting plate and a first suspension reinforcement plate, the first suspension mounting plate, the first suspension reinforcement plate, and a pillar of the radiator frame forming a tub-like structure therebetween.

4. The vehicle of claim 2, wherein the second suspension assembly is connected to the tunnel front cross member and the frame rocker member in the vehicle width direction, respectively, in the front floor by a second suspension mount.

5. The vehicle of claim 4, wherein the second suspension mount is interconnected with a front floor front reinforcement on a front cross member of the front floor and a rocker front reinforcement on the rocker beam of the frame.

6. The vehicle of claim 2, wherein the third suspension assembly is connected to the front floor cross member in the vehicle height direction and to the frame rocker member in the vehicle width direction by a third suspension mount.

7. The vehicle of claim 6, wherein the third suspension mount includes at least a third suspension mounting plate and a third suspension reinforcement plate connected to each other, the third suspension mounting plate and the third suspension reinforcement plate being connected to a front floor cross beam connection plate on the front floor cross beam and a rocker center reinforcement plate on the frame rocker beam, the rocker center reinforcement plate being connected to a lower section of the vehicle B-pillar.

8. The vehicle of claim 2, wherein the fourth suspension assembly is connected to the rear floor center cross member in the vehicle height direction and to the rear section of the frame rocker beam in the vehicle width direction by a fourth suspension mount.

9. The vehicle of claim 2, wherein the fifth suspension assembly is connected to the rear floor rear cross member assembly by a fifth suspension mount.

10. The vehicle of claim 2, wherein the first, third, and fourth suspension assemblies are compression-type suspensions, and the second and fifth suspension assemblies are shear-type suspensions.